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(No Model.) 5 SheetsSheet 1. G. L. THOMAS 82; E. C. SEWARD.

RAILROAD SIGNAL SYSTEM. No; 508,356. Patented N0v.7,1893.

EAUTI UN (No Model.) 5 Sheets-Sheet 2x G. L. THOMAS & E. G. SEWARD RAILROAD SIGNAL SYSTEM.

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G. L. THOMAS 86 E. O. SEWARD. RAILROAD SIGNAL SYSTEM.

No. 508,366. Patented Nov. '7, 189.3.

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RAILROAD SIGNAL SYSTEM.

Patented Nov. 7, 1893.

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Patented Nov; 7, 1893.

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j UNITED STA ES" PAT-KENT O ICE.

GEORGE TnoMAs', oF BRooKLY NEW YOBK,'AND EDWARD CQSEWARD, or MONTOLAIR, NEW JERSEY; SAID SEWARD ASSIGNOR TO SAID THOMAS. I

RAILROYAD'SIGNAL SYSTEM.

I SPECIFTGATION forming part of Letters Patent No. 508,356, dated November 7, 1893. Application filed July 1. 1293. f :Serial No. 479,342 (No model.)

To all whom it may concern: Be itknown that we, GEORGE L. THOMAS, of Brooklyn, in the county of Kings and State of New York,'and EDWARD O. SEW-ARI), of Mout- 5 clair,in the countyof Essex-and State of New Jersey, have invented a new and useful 1m proveme'nt in Railroad Signal Systems, of which the following'is a specification.

Our invention relates to an improvement in railroad signal systems in which a set of signals isjunder the control of a passing train toindicate to another train going either in the same direction or in the opposite direc tion, itslocation with respect to certain pre 1 determined blocks or subdivisionsinto which thetrack may have been subdivided.

Our present invention is more particularly directed to the introduction of header signals for use particularly on single track railways, into the system of rear signals shown and described in our United States Letters Patent No. 500,829, granted July 4, 1893, in connection with certain'modifications of that system or parts thereof in respect to the form and arrangement of the signals proper and their actuating mechanism. 7 I

A practical =embodiment of our invention is represented in the accompanying drawings in which Figure 1 is a view of a signal post, a set of signals and their operating mechanism, the post being shown in vertical longitudinal section and the view being taken-in adirection transverse to the track. .Figs. 2, 3 and 4 in- 5 dicate upon a smaller scale the threepositions which the signal arms assume to indicate danger, caution and safety. Fig. 5 is a View, looking in the direction of the track, of

the mechanism represented in Fig. l the sig-. o na'l post being'shown in section to disclose the operati-veparts therein. Fig. 6 is a View looking transversely across the track of one of the special signal .p'osts to be located at the opposite ends ofa shunt track, the post be- 5 ing shown in section to disclose the operative parts therein. Fig. 7 is a partial view of the same, looking in the direction of the trackf Fig. 8 is a view in detail, showing the header signal supporting bracket partially broken away to show the contact piece on the header and signal arm. Fig. 9 is a partial edge view of one of the header signal arms and the electric connections at its point of support. Fig. 10 is a diagrammatical view, representing in plan a portion of a track including three 'successive signal posts and showing the electrical connections between the signal mechan ism and the contact posts at the sides of the track; and Fig. 11 is avsimilar view, showing the connections at the point where ashunt I track is located.

' The signal post is denoted in Figs. 1 and 5 by A and in Figs. 6 and 7 by A, the latter being substantially a double post or a post sufficient to accommodate a double set'of signaling mechanism. The posts are made hollow with hollow enlarged heads forreceiving the signal operating mechanism. The signals proper which we find it desirable to employ are those den'oting danger, caution and safety. We construct them preferably as shown clearly in Figs.-2, 3 and4in which an arm B colored red andmprovided with a red lens is fixed to rotate together with an arm B colored green and provided with a green lens,

the two arms being set preferably at an angle of one hundred and twenty degrees and not only being different in color but alsodifierently shaped, thejjred' arm commonly being provided with a swallow tail end b, while the green arm is provided with a blunt end having V-shaped projections 19' projecting in opposite directions from its edges. The armsB and B are provided with a counterbalance arm B which may be colored white and fixed to move with the arms B and B and radiat ing from them at an angle of about one hundred and twenty degrees. The signal arms counterbalance is fixed to rotate with aspindle G suitably mounted in the enlarged head 0 of the signal post, the signal arms being located exterior to the head of the signal post and in position to be thrown past the face of the post as the spindle '0 turns, so as to be plainly observed in either direction along the track. When the arms are thrown into-the position shown in Fig. 2 with the red extending horizontally and green diagonally upward the position indicates danger. When thrown into the position shown in Fig. 3 with the [00 green horizontal and the red diagonally downward the signal indicates caution and when thrown into the position shown in Fig/t with the green extending diagonally downward and the red diagonally upward the position indicates safety. This position will also bring the counterbalance B into a general horizontal direction and if colored white will indicatesafety, although the position of the red andgreen arms is suliicient to clearly indicate safety. It will thus be seen that not only is there the color to guide and attract the engiueer but there is also the difierent shape of the arm on which the color is placed and in addition to this the diiferent relative positions of-three'arms as a'second precaution.

The spindle G is permitted to rotate at intervals to throw the several signals into position by means of three independent electro magnets C O 0 having stops upon theirarmatures to engage abutments 0n disks C C C respectively in the manner quite similar to that shown and described in our former patent herein above referred to, and need not be repeated at length herein. The spindle O is constantly under pressure. to rotate i in one direction, such pressure being in this present case applied by means of a weight D suspended by a cord or chain (1 which extends from the weight up and over a guide pulley d, thence down to a winding drum at having fixed to rotate therewith a sprocketwheel 01 connected by a sprocket chain (i with a sprocket wheel (1 fixed on the spindle O. The weight D may be wound up by hand at regular intervals by means of any Well known or approved winding mechanism.

In connection with the mechanism for setting the signals at the rear to indicate danger, caution and safety, according as the train has just passed onto the block, cleared the first half of the block, or passed off the block, as fully shown and described in our patent hereinabove referred to, we provide signals which We call header signals, two in connection with each ordinary signal post and set of rear signals, one to signal the approach of a train running on a single track in one direction and the other to signal the approach of a train running on the same track in the opposite direction. by E and E. They are pivotally secured near their lower ends side by side between the arms of a bracket at extending toward the track from the post A at a point below the rear signals and when not in use to indicate the approach of a train are held up right along the face of the signal post A. At their lower ends below their pivotal point the signals E,

E are provided with extensions e, e, preferably curved, as shown, and adapted to enter,

as the signal arm falls, through a slot a in the post one upon each side of the sprocket chain down in signaling position, will engage the extended ends 6, e of the signal arms and as These header signals are denoted the chain moves to rotate the rear signals will engage the extended ends 8, e of the header signals and throw them into the upright position indicated in full lines in Fig. 5. The signal E when in its dropped position is intended to occupy a position about at right angles to the post A, as shown in the fine dotted lines in Fig. 5, while the signal arm E when in its dropped position is intended to .occupy the oblique position, as shown in the coarser dotted lines in Fig. 5. The signal arms E and E may be conveniently arrested in their dropped positions, the former by the upper wall of the slot at and the latter by a pin or abutment at extending from the side wall of the slot across the path of its extended end e.

Each of the arms E, E is held in upright position by means of aspring actuated latch 6 attached to its edge toward the post as shown in Fig. 5 and adapted to interlock with the hooked endfof a vibrating arm F pivotally secured to a suitable support within the head of the post A, the opposite arm or end f of the said vibrating arm being provided with a slight depression f for the reception of the upper end g of a vibrating lever G pivotally secured to a suitable support within the head of the casing and carrying upon its opposite arm g the armature g of an electro magnet 9 The lever G also has fixed thereto so as to vibrate therewith an anchor escapement H, the teeth It and h on the opposite ends of the escapement being adapted to alternately engage radially extended teeth It on a disk 71 actuated by a weight h tending to turn it at all times in one direction, in the present instance over toward the right. The teeth 71 are located at regular intervals along the periphery of the disk It in the present instance one-sixth of the periphery apart.

A similar mechanism to that just described with respect to the operation of the header arm E is provided for the header arm E.

Fixed upon the spindle 0 intermediate of the escapements, toothed disks, and electro magnets which operate the header arms E, E; is a disk I provided at intervals on its periphery with projecting blunt faced teeth 1}, i and with an ordinary ratchet tooth t arranged at intervals of one third of the .periphery apart, the blunt faced teeth 1' and 2" being located in dilferent planes transverse to the spindle C and provided'on their blunt faces with sunk gear teeth 2' The teeth 11, 'i' and 2' on the periphery of the disk I are adapted, as the spindle 0 together with the disk I is rotated, toengage abutments in the present instance pins h projecting from the adjacent faces of the disks h and thereby rock the disk h step by step over toward the left in the direction to wind up the weight 72 The pins h correspond to the teeth 11. at the periphery of the disk with the'exceptiou that the pins h are omitted throughout a portion of the disk in the present instance IIO two of them being omitted so that when the disk 71. has been turned to the left a predetermined distance, the teeth on the disk I will work idly past the said pins 72, and will not further rotate the disk k The gear teeth on the face of the teeth ion the disks E are adapted to engage a toothed wheel is fixed to rotate with the arm k of a swinging spectacle K, while gear teeth on the face of the tooth t" are adapted to engage a similar toothed Wheel fixed to rotate with the armof'the second'spectacle K pivoted in axial alignment with the spectacle K and by the side of it; In the present instance the spectacle K iszassumed to be red and the spectacle K green.

In operation, suppose a train to have passed the signal post represented in Figs. 1 and 5 and to have thereby set the signal to danger. By a suitable electric connection to be hereinafter referred to by means of the diagram Fig. 10, the train will energize the elec-v tro mag'net g or its companion at the second signal post beyond and willthereby swing the lever Get that signalinto the position shown indotted lines in Fig. 5, releasing the vibrating arm'F which by means of its weighted arm) will vibrate suflicientlyto release its hooked end f from the latch 6 and thereby permit the arm E or its companion E to drop into position to signify to a train coming in the opposite direction that this train is already'occupying the second block from it.

The arms E and E are supported eccentrically so that-they will readily fall when released. As the arm E or its companion E drops, a pin 6 proj ecting from its edge toward the post will be withdrawn from a gravity stop e permitting the latter to'swing down into engagement with .the hooked end f of the Vibrating arm F and cause the latter to resume its horizontal holding position so as to permit the end g of thevibrating lever G to be again rocked into position beneath the arm f In like manner as the train advances along the track it willset the header signals one after another at the second post ahead. As the trainreaches the signal post where it has previously set a header signal and provided no train in advance of it has previously passed that post after the said train had set it, in setting the rear signal to indicate danger, the sprocket chain 01 with the pins d thereon will be advanced and by engagement with the cross pins thereon with the projecting end or ends of the header signal or sig-. nals-as the case may be, it will return the header signal to its upright position by. the springing of the latch 6 under the hooked end f of the vibrating arm F, where 1t.w1ll be retained, the pin 6 at the same time throwing thegravity stop e out of the way. As the rear signal is thrown successively to danger or to caution, the gear on the teethz, ttwill engage the spurwheels in connection with the spectacles K and K andt-hrow the red spec-V tacleup into position to show .the red signal when the red arm is out to danger and the green spectacle K up into position to show the green signal when the green arm is out to denote caution. The spectacles will fall one after another of their own weight as soon as the signal changes.

In order to provide for the passage of several trains past a given signal post, eachopcrating the vibrating lever G at the. second signal post ahead and at the same timepreventing the setting of a rear white or safety signal by the trains which shall subsequently pass that second signal post ahead, until the last train shall have'reached it and passed it;

.we provide the escapement mechanism here in above described and connect it with the electric circuit which changes the rear signal to white in the following manner: On the side of the disk h there is a contact plate hiwhich,

when the disk k is turned into the position shown in Fig. 5 forms a closed circuit between the separated contact points It and h which form the termini of a break in the'safetysig- .-nal circuit and said contactplateh is also sufficiently long so that. when the disk h shall have been rocked the distance between. two

teeth 71, by the swinging of the lever G and the consequent operation of the escapement H, these two contact points h and h will still be in engagement with the contact plate It and the circuit will remain completeso thatthis train 1 as itpasses from a block will effect the setting of the safety signal at the. beginning ofthat block. If, however, more than one train shall I have passed onto the block, the action ofthe escapement will have advanced the disk k two or moresteps and will thereby have. moved the contact plate It such a distance as:to break circuit between the contact points it? and h and thereby shut off the possibility. of setting a rear signal to safety until the last train shall have passed ot'f.the block. As the trains successively pass a post where the disk It has been permitted to rock two or :more steps to the right, in operating .the rear. sig- 3 nals for that post, each train will by. therotation of the disk I one-third of a 'revolution have returned the disk h? one step to the left byv the engagement of one of the teeth 11, i or i withone of the pins 71 until when .the last train reaches that post it will find the safety signal circuit complete and will rock thedisk it back to its normal position, shown in Fig. 5 at the same time that it sets the safety signal at thebeginning of that block...

The signal mechanism. at the. opposite ends of thesh'unt or switch trackis somewhat modis fied in detail in order. to provide forthe return of'the header signal to its uprightposi-- tion as the train passes from the main onto the shunt track so that the train coming in the opposite direction may find the line clear; or dropping the header signal again when the train from the shunt track returned onto the main track to continue. its course.

The rear signal mechanism is duplicated in signaling mechanism in our patent hereinabove referred to is duplicated for shunt pu rposes while the header signals in connection with our present special shunt signaling mechanism are not duplicated but the header signal for one direction is made to co-operate with the one set of rear signaling mechanism while the header signal for the opposite direction is made to co-operate with the other rear signaling mechanism. This special signaling mechanism within the post A comprises in the present instance as in the former a duplicate of the rear signaling mechanism, shown as set up within the post A herein before referred to, one of the disks h with its escapement H for operating the header signal E being mounted in position to beengaged by a disk I fixed to rotate with one set of rear signals and the companion disk It with its escapementH' for operating the header signal E being engaged by a disk I fixed to rotate with the other set of rear signals. In the present instance I have shown the spindle C fixed and the several parts which rotate therewith attached to sleeves O and C mounted .on the fixed spindle (J. In order to return either of the header signals in this special signal station to-safety independently of the movement of the rear signals, we have provided a second sprocket chain L and L, one for each set of signals in this special arrangement which pass over sprocket wheels Z and Z respectively loosely mounted on sleeves C and C and thence around the sprocket wheels Z and l at or near the base of the signal post which latter sprocket wheels are fixed to rotate with winding drums caused to rotate by weights M, M connected therewith by means of cords or chains m and m leading from the weights over guide pulleys and thence down to the drums. The sprocket. chains L and L are intended to travel along side of the sprocket chains (1 of the rear signaling mechanism and have projecting therefrom pins 1 corresponding in position to the pins d on the chains (1 so that when either of the chains L or L are permitted to advance the pins 1 thereon will return either or both of the header signal arms which may be down to their upright positions independently of the movement of the chains d A disk Z with abutments on its face is fixed to rotate with the sprocket wheel Z and a corresponding disk I is fixed to rotate with the sprocket wheel Z and also provided with abntments on its face. The disks Z and Z are controlled by means of stops it and n on the armatures of electro magnets N and N and every time either of the electro magnets N or N is energized the disk Z or Z is permitted to rotate a distance sufficient to advance the chain L or L the distance between two consecutive pins 1 The electro magnets N and N are in circuit with contact plates alongside the shunt tracks as will hereinafter appear when reference is made to the diagrams.

In order to release either of the header arms E or E independently of the ordinary means of releasing them, we provide the hooked ends of the vibrating arms F with joints so that the hooked portions (see Fig. 7) may be lifted independently of the move ment of the arm as a whole, the joint 0 being such as to permit the hooked end 0 to lift freely but not to swing below the alignment with the rest of the lever. We employ for this a joint of well known or approved form such as in common use for example in connection with carriage braces. Independent electro magnets P and P are located in position when energized to attract their armaturesp andp' fixed to the ends 0 of the arms to lift the one or the other of the ends 0 to set free one or the other of the header arms independently of the arm F as a whole. The electro magnets P and P are in circuit with contact plates alongside of the shunt track, as will hereinafter appear from the diagrams. A single line connection and contact plate is made to answer the purpose of raising the header arm to its upright position when down and to lower it when up as the train goes on to or passes off from the shunt track by connecting one pole of each of the magnets Nand P with the line wire (see Fig. 7) and connecting their opposite poles independently with contact pieces n and p fixed in the wall of the supporting bracket (1 in position to engage a contact piece Q in the side of the arm E according as the arm is dropped or upright, the contact piece Q having a ground connection q.

' The diagram Fig. 10 shows a series of ordinary stations or posts A with their rear signal connections and contact plates all as shown and described in our patent referred to and with the additional connections and contact plates for operating the headers. Beginning with the station A at the left of the sheet and supposing the train to be running from left to right and the signal at that station at the left to'be at white for safety; the contact plate Rlis that which connects with the previous signal at the left to set it to white as the train passes the post A. The contact plates R, R and R which are next engaged by the passing train in the order named, leave the signal at the post A at the left set to red or danger in the-following manner: The signal is held at white by the stop of the magnet 0 id engagement with the disk 0 (see Fig. 1) and the magnet c is in circuit with the plate R at the side of the track, so that as the train -makes contact with the plates R and R and thereby energizes successively the magnets and c, it will have no effect upon the signal as the stops of those magnetsdo not at this moment hold the signal. The contact however with the plate R will permit the signal to turn from its position of safety into its position of danger (represented in Figs. 2 and andit will be arrested in that position by means of the stop under the control of the magnet c. The words To red,

To green, To white as they appear upon the diagram Fig. 10 applied to the circuits 'connected with the plates R R and R'- indicate the efiect upon the rear sign'alwhich the contact of the passing train with the several-contact plates will have whenever the rear signalis heldby the stop subject to be released by the respective circuits.

The contact plate R supposed to be-located about midway of the block, will, when the circuit is completed by the train passing it, serv'e'to energize the magnet c by the stop, of which the signal is now held at red and will release the signal, permitting it to turn to display green or caution (as shown in Fig. 3) and the signalwill be held in such position by the stop of the armature of the magnet 0 to be again thrown into posi-tion to indicate safety by the contact of the passing train with the contact plate It at-the next succeeding. station to the right. Soon'after passing the'contact plate R the trainwill make connection with the contact plate R connected bya wire r with one of the electro' magnets g? for operating'one of the'header signals E i or E ,in the present instance E, at the second signal post in advance, viz., the post-A at the right hand end of the sheet; The same resnltsare repeated as the trainpasseseach ofthe successive stations or postsA in its advance along the track.

Referring now "to the diagram Fig. 11, the special signal posts and mechanism are denoted by A,'one being placed on the main track at each end of the shunt track. Suppose the train to be moving from left to right as before, and suppose it to be shunted onto the shunt track, after passing the signal A at the left. As it passes ontotheshunt track, it will 'set'the rear signals at the station A at the left as follows:Supposing the signal at'the stationA to have'been at white when the train passed the station, contact with the will set the signalto green in which position it will remain until the train passesfrom' the shunt: track, either by backing on from the same onto the main track or advancing along the shunt track onto the main track at the opposite end. In the former event, the signal 7 will be left at red until the train shall have passed along the main track and successively changed it to green and" then to white, as

hereinbefore described and in thelatter event itwill be'finallyleftgreen until the train shall have passed the signal post at the right.

After the train has passed onto the shunt track past the contact plates R R", R it will engage the contact plate S in-circuit with the line wire 3 leading to the magnet N. or N- (see'Fig. 6) ofthe signal post Aat the right which will advance the sprocket chain L or setting the header to danger.

tinue as before explained.

It", thereby returning the header signal which has previously been lowered, back to its upright position to permit thetraiti coming :in

theopposite direction on the main track to pass it without any obstructing signal. As the train passes off the shunt track, either by going forward onto the main'track or by backing onto the main track, it will contact with the special contact plate S or with the contact plate S, and in either instance it Will make connection through the line wire 3 with the magnet P or P (see Fig. 6), thereby again After reaching the main track, the order of signals will con- When a train is coming in a directionfrom the right toward the left it will engage corresponding signals on the left hand side of the track, either along the main linefaszin diagram Fig; 10, or along the shunt trac k as in Fig. 11, and the effect will be the same as that hereinabove described, a single setof .signals along the track being operated ,by trains going in either of two opposite directions, without confusion. It is to be understood that the electricity for energizing the several magnets is tovbe furnished either by local batteries or, as we prefer, by a battery carried by the passing train and'having its poles arranged .to complete circuit by having one of its poles connected with ground and the other in position to contact with the several contact plates along the track. 1

What we claim is-- v 1 1. The railway signal system, comprisinga set of rear signals fixed relatively toone, another and, mounted to rotate, means for oper- 'ating the signals when released, header signals and means for operating them andinde:

pendent electric circuits includingelectro -magnets for releasing the signal operating mechanisms to display both-the rearxand the header signals, substantially as set forth.

2.'A railway signal system, comprising ,a

set of rear signals fixed relatively .to.one another and mounted to rotate, means for operating the signals when released, header sig nals and means for operating them and independent electric circuits including electro magnets for releasing the signal operating mechanisms to display both the rear and the header signals, the header signals being under the control of the rear signal operating mechanism to returnthein, substantially as set forth. I

- 3. In combination, rearsignals, means for operating them, a header signal, means 'for operatingit, an escapement mechanism and means for operatingit, the escapement mechanism being under the control of the header signal operating means to advance it and under the control of the rear signal operating mechanism to return it, substantially asset forth. I V

4. In combination, rear signals, mechanical means for operating th'em,,an electric circuit under the control of a passing train to release the said mechanical operating mechanism, a header signal, an electric circuit under the control of an advancing train to release the header signal, an escapeinent mechanism and means for actuating it, the said escapement mechanism being under the control of the header signal releasing circuit to permit the escapement to advance, and under the control of the rear signal mechanical operating mechanism to return it, substantially as set forth.

5. In combination, rear signals, means for operating them, electric circuits under the control of a passing train to determine the signal to be displayed, an escapement mechanism and means foractuating it, the said escapement mechanism forming a part of one of the signal controlling circuits to make and break the circuit according to the position of the escapement mechanism, substantially as set forth.

6. In combination, aset of signals comprising different shaped and different colored arms fixed to rotate together about a common axis, signal actuating mechanism tending to move the signals whenever it is released, and different independent movable stops corresponding to the difierent arms of the set, under the control of a passing train to arrest and release the set, substantially as set forth.

7. In combination, a set of signals fixed to rotate together, signal actuating mechanism tending to move the set whenever released, different colored spectacles under the control of the signal actuating mechanism to be swung into position to correspond with the signal displayed and electric circuits adapted to be completed and broken by a passing train to release the signal operating mechanism, substantially as set forth.

8. In combination, a set of rear signals, a set of spectacles corresponding to the rear signals, a header signal, means for releasing it, an escapement mechanism in connection with the header signal releasing means, a

toothed disk having a common engagement with both spectacles and with the escapement mechanism, and means for operating the rear signals, substantially as set forth.

9. In combination,a set of rear signals, signal actuating mechanism including a sprocket chain, a header signal supported to swing into signaling position under gravity, means for releasing the signal, the sprocket chain having an engagement with the projecting end of the signal to return it to its normal position, substantially as set forth.

10. In combination, a headersignal, a jointed vibrating arm having an engagement with the signal to hold and release it, a swinging gravity stop under the control of the signal to regulate, the movements of the jointed vibrating arm, and means for operating the vibrating arm as a whole and independent means for operating one of its joints, substantially as set forth.

I 11. In combination, a main track, a shunt track, a header signal under the control of a train passing along the maintrack, an electric circuit including electro magnets for operating the header signal and under the control of a train on the shunt track, contact pieces in position-to be electrically connected and disconnected by the movement of the signal, the said electro magnets in the operating circuit having one pole of each connected with a single line wire and the opposite pole of each connected the one with one contact piece and the other with the other contact pie:e, substantially as set forth.

12. In combination, a rear signal and its operating mechanism, a header signal under the control of the rear signal operating mechanism to return it, and independent mechanism for releasing and returning the said header signal, substantially as set forth.

GEO. L. THOMAS. EDWARD G. SEWARD. Witnesses:

IRENE B. DECKER, FREDK. HAYNES. 

